Train-stopping apparatus



L F. WEBB, JR. TRAIN STOPPlNG APPARATUS- APPLICATION FILED APR. s, '1920.

.1 43 3 5 2 D Patented Oct; 31, 1922.

5 SHEETSSHEET I.

' v Tl'lqll.

INVENTOR J. F. WEBB, Jn.

TRAIN STOPPING APPARATUS.

APPLICATION FILED APR. 8, 1920.

1,433,582. Patented Oct-31,1922.

5 SHEETS-SHEET 2- INVENTOR JfF. WEBB, JR. TRAIN STOPPING APPARATUS.

APPLICATION men APR.8, 1920.

Patented Oct. 31, 1922.

5 SHEETS-SHEET 3.

INVENTOR Jaa 27%55, J

J. F. WEBB, In.

TRAIN STOPPING APPARATUS.

APPLICATION FILED APR. 8, 1920.

1,433,582. Patented 0ct.31,1922,

5 SHEETS-SHEET 4.

NWMW

E 22 82/ E .32 E

' E 28 /25 E A 53 .38

3 7/ INVENTOR 70 Isa/22377225 J7.

I. F. WEBB, 1n. TRAIN STOPPING APPARATUS. APPL'ICATION FILED APR. 8. 1920.

Patented Oct. 31

iNVENTQR .22401'7255) J7! 5 SHEETS-SHEET 5- parts shown in Figure 1 th 1,433,582 PATENT ()FFIQE JEAN F. WEBB, JR, 013 NEW YORK, N. Y.. ASSIGNOR TO THE INTERNATIONAL SIGNAL C0,, INCORPORATED, OF NEW YORK, N. Y.

TRAIN-STOPPING arrannrus.

Application filed April 8,

ToaZZwhom it may co'n'cern: Be it known that I, JEAN F. WEBB, Jr., a citizen of the United States residing at New York. in the county of New York and State of New York, have invented certain new and useful Improvements in Train- Stopping Apparatus, of which the follow ing is a specification. I My invention relates to that type of train stopping apparatus shown in Letters Patent :f -1,170,789, granted February 8, 1916 to myself and Jean F. Webb, Sr.,,and the present invention has for its object to provide a valve-operating mechanism for use in train stopping apparatus of the general type stated containing certain improvements in the structure which will render the same positively self-checking throughout whereby should any essential part of the apparatus become injured or broken, the air will be released to effect the setting of the brakes. In the presentinvention provision is made whereby the plunger, the shoe neck, the plunger head, the cam shaft and the inain cam are hollow and are filled with train line air through direct connection with the train line itself, so that unduewear, breakage or removal of the parts essential to the opening of the air valve will result in the reduction of the train line airpressure and. the consequent automatic brake action.

The present invention also has for its object to eliminate the spring, for forcing the valve controlling plunger down and substituting therefor the train line air pressure so that this function will be performed by the train line air while the same isbeing used as a potential safety device to effect a brake action in the event of an injury occuring to the plunger, the contact shoe or the plunger head. The invention also resides in those novel features of construction, combination and arrangement of parts, all of which will be first fully described, then specifically pointed out in the appended claims and illus trated in the accompanying drawings, in which:

Figure 1 is a side elevation, parts being broken away and other parts being shown in section illustrating the normal position of the parts. 3

Figure 2 is an enlarged view of the upper e parts being illustrated in the normal position. in full i920. Serial No. 372,161.

lines and in the operating position in dotted lines. p

.Figtire 3 is a top plan view of the parts shown in-Figure 2, the casing being shown in section.

Figure 4 is an enlarged vertical longitudinal section of aportion ofthe apparatus, showing the hollow plunger, plunger head, cam and cam shaft.

Figure 5 is a continuation of the lower partbfthe plunger omitted from Figure 1; Figures 1 and 5 may be read as one by connecting the dot and dash lines.

Figure 6 is a detail horizontal section on the line 66 of Figure 4.

Figure 7 is a detail horizontal section on the line 77 of Figure 4.

Figure 8 is a detail vertical cross section on the line 8-8 of Figure 6.

Figure 9 is a detail section on the line 9 of Figure 6.

Inthe drawings, in which like numerals of reference indicate like parts in all of the figures, 1 represents the base of the housing structure which is provided with bearing supports 2 2 for the cam shaft 3. The cam, shaft 3,in the present construction, is made with a reduced section having fiat faces and adapted to receive the main cam 41-, whose nose 5 is designed to be engaged by the nose 13* of the plunger head 43 to turn the cam shaft 3 to a position where the cam 20 will release the air through operation of the air valve. In the accompanying drawings, the air valve structure, excepting the cam 20, has been omitted, as the same, per so, may be of any approved construction such, for instance, as is disclosed in Letters Patent $21,284,509 issued to me on November 12, 1918; hence a detail showing of the valve mechanism in this case. is thought to be unnecessary. The cam 4 is chambered at 85 which chamber extends into the nose 5 of the cam, as best shown in Figures 1 and 6 of the drawings. The cam %t is also provided with another nose 6 that is designed to cooperate with the restoring pin 58 to return the cam shaft to normal in the event that a brake action is not desired.

The cam. 4; is also provided with a retaining segment 7 having notches 8 and 9 to cooperate with the spring pressed pawl 11 to hold the cam shaft in either the open or closed position. The spring pressed pawl 11 may be of any of the usual constructions and the same, per se, forms no part of the present invention.

12 designates an arm on the cam 4 which is adapted to be engagedby the piston 13 of the resetting device 14, the piston 13 being impelled outwardly by air admitted behind the same through the inlet 15 under control of the engineer, if desired. 16 are air relief ports functioning to release the air pressure on the piston 13 when the lever 12 has reached the normal position and the stops 18 and 19 are in engagement (see Figures 3 and 4). 21 is the bearing bushing of the valve mechanism for the adj acent end of the cam shaft 3. The apparatus is supported on angle irons 22 to which it is attached screw bolts and from which it is insulated by insulation 24, the angle irons 22 being preferably secured to the cross sill of the locomotive or to any other suitable part of the same.

25 is the plunger guide which is provided with a bore of'two diameters 26 -27 and is also provided at about the juncture ofthe two diameters with an air inlet portwhich is adapted to be connected up directly with the train line soas to lead train .line air into the guide 25. I 29 is the upper v part of the plunger which carries the plunger head 43 and the plunger sectionl29 is provided with a reducedportion 31 that fits into the plunger head 43- and forms a shoulder 30 with the main body 29 of the plunger, against which plunger a packing disk'42 is placed'so thatwhen the packing washer 41 is placed over the upper end of the plunger body 29 and the screw bolt is threaded into the threaded portion 39 of the bore 36 of the plunger section 29 and screwed tightly home there will be effected an airtight joint between the plunger'and the plunger head and in order to prevent leakage through the top of the plunger head a screw plug 46 is threaded'into the recess of the plunger head. The plunger headis made hollow, as indicated at 44, and the train line air is led from the port'28 tothe interior of the guide 25 and through ports 37 into the port 36 from which it passes through ports 68 into the chamber 44of the hollow plunger head 43.

47is a lug to which the bracket 52 is secured and from which it is insulated. 'An electrical contact spring 53 is connected to the bracket 52 andto an insulated fixed terminal 54 on the collar 92, as best shown in Figure 4 of the drawings. 55 is an arm to which the magnet frame 48 is secured, the frame 48 supporting the electromagnet 49, one electrical terminal of which is grounded to the metal and the other electrical terminal of whichiis connected to the bracket 52. The armature 50 of the electromagnet 49 is pivoted at 51 andengages the heels 61 and 62 of the rocking lever 59 which is ful- -there is train rocking lever .59 is provided with a stepped heel 63 and a shoulder 67 with which the top 66 ofIthe-holding pawl 64 cooperates, the latter being hinged at 65 to the plunger "head.

69 designates a lower section of the plunger which is provided with ears 70 to, receive' the'ear 38 of the upper section 29 of the plunger, the two sections being connected together by a pin 71. The lower section 69 of the plunger is provided with a bore 72 that registers with a blind bore 79 of the contact shoe 78 and in order to hold the train line pressure in the guide 25 between the lower end of the upper section 29 and the upper end ofthe lower section 69, I provide the upper section 29 with a flange 32 and a threaded end 33 on which a castellated nut'34 is secured to hold a packing 35 in place. Similarly, the lower end of the plunger section 69 is threaded at -76 see Figure 5) to receive a castellated nut 7 5 to hold a packing 74 against the flange 73;'thus the air admitted through port 28 is confined between the piston formed by the lowerends of the respective upper and lower plunger sections and compelled to enter the bores-36 and '72,thus establishing train line pressure in the plunger head chamber44, the bore 36, ducts 37, bore 72, bore 7 9 and bore 27 of the guide. Since the area of the lower piston of the-plunger is greater than that of the upper piston. of the plunger, the difference in air pressure will serve to force the plungerdownwardly and tend to keep it down.

80 is a second guide located in advance ofthe guide 25 and containing the plunger 81 of the path clearing device, the latter being helddown by a spring 82 in the usual manner and provided with a contact shoe 83. "The contact shoes 83 and 78 may be of any approved construction preferably howevenof the type dsclosed in Letters Patent #1,145,283 issued July 6,' 1915.

The cam shaft 3 is bored at 84 commencing from the valve end,- where it communicates with a chamber of the valve in which line air pressure. and extending to near the other end of the cam shaft but ending in a blind bore adjacent tothe outer end of the bearing nut 88. The blind bore 84 of the cam shaft communicates with the chamber 85 of the earn 4 through the ports '86 and in order to connect the cam with the cam shaft in an air-tight manner, 2-.

serving as the shaft bearing portion that shoe in passage turns in the bearing 2 at that end. The nut 88 is pinned by a suitable cotter pin against loosening and the outer end of the cam shaft 3 is provided with a squared part 89 on which a wrench may be applied to turn the cam shaft manually, when desired.

Operation.

For convenience, I have termed the of apparatus herein disclosed t e circuit of air type of valve-ope mechin, which term will be used in the tollmving description of the operation.

As an engine, equipped with this closed circuit of air type of valve-operating mechanism approaches the roadside portion of the i Vebb automatic train stop (see ramp '71, Figure 8 of Patent #l,170,789, atore said) the parts of the train-carried mechanism are in their respective normal positions, shown in full lines in Figure l. of the drawings. The height of the contact shoe 78 and the path clearing shoe above the top otthe track rail, and the distance of those shoes from the gauge line of the track will depend entirely upon the local conditions and requirements oi the particular road on which the installation is placed; a height of two and one-half inches and a distance of the center of the shoes from the gauge'line of fourteen inches has been found,

in practice, to be satisfactory. The roadside ramp, or intermittent contact rail, (not shown in the accompanying drawin s, but see l igure 8 or letters Patent 1,110,789) is correspondingly located. The path clearing shoe 83 first contacts or engages with the ramp and is gradually pushed upward against the pressure of the spring 82. By reason of this spring pressure, which, in

practice, is approximately 7.50 pounds at the high point or? the ramp, the path clearing p 7 0 er the ramp; scrag the ramp clear oi snow. ice, sleet. frost. ].i t, 4 and, when the ramp energized, also takes up the electric current from the roadside battery (not shown in these drawings) whichis preferably the battery of the dis taut when the location oi" the ramp is sufficiently near that signal.

Immediately following the contact of the path clearing shoe 83 with. the ramp, the contact shoe 78, which is held down by an air pressure of appr imately 200 pounds, due to the unequal. areas of the plunger cups or pacltings 3574l, contacts with the ramp, and, as it rises on the approach slope the ramp, it raises the plu r or (SQ--29 and the attached plunger head 4:3. In this upward .n'aore ent. the contacting nose 4.3% of the plunger head 43 engages the valve-opening nose or lug 5 of the main cam 4- and then oscillates that cam and the cam shaft forward, the etlect of which is to open the air valve port between 'thetrain line and the yre losed atmosphere, (allowing the train line air to escape to the atmosphere through the audible signal whistle) and to close the airvalve port between the two portions of the train line so that no main reservoir air can escape while the train 'line pressure is being re duced, (see Letters Patent #1284509 aforesaid).

U p to this point, the action and operation is purely mechanical and is always identical at every ramp, no matter whether conditions require the train to stop or proceed.

Then, if the controlling signal indicates stop, or it the local roadside equipment of the automatic train stop signal or of the signal system be defective or inoperative in any manner, there will be no electric current in the ramp to be picked up by the shoes 83 and '78 and consequently no action of those parts of the valve-operating mechanism,

which depend upon the passage of that current to effect their functioning. The plunger head 43 will return to its normal posh tion as the operating contact shoe "78 descends the trailing slope of. the ramp without effecting a reverse oscillation of the main cam t and the camshaft 3 and therefore without changing the abnormal condition of the ports of the air valve. Thereupon the train line will continue vbeing vented to i=5;

the atmosphere, the air-pressure of the train line will become reduced, and the train will bebrought to a stop through the normal functioning of the triple valves and other portions of the standard air brake equipment. The rapidity of the venting, and therefore the kind of a stop ensuing, is regulated by the size of the opening used in the audible signal whistle, which size is prede-- termined and unadjustable. thus automatically produced not as rapid as the engineman, it alive and alert, deems best, he can accelerate it withhis own valve.

Ifthe controlling signalis clear, indicating a proceed mov'ement oi. the train, and the. roadside equipment is in perfect condition, the roadside battery is connected with the ramp and the adjacent track rail by the controlling relay, in the usual manner. The electric current is picked u from the ramp by both, or either, of the shoes 83 and 78, passes through the winding of the magnet 49 and connector spring to terminal 54 which, in practice, is connected by a suitable wire with. the completing the circuit through the track rail, as shown in Figure 8 of Patent No. 1,170,789.

- The passage of this current energizes the electroinagnet causing it to attract the armature 50 and the armature point in its up ward movement engages the projection 61 of the lever 59 and rocks the lever to project the pin or bolt. 58 forwardly, the distance 01" the projection being limited if the stop engine frame, thus 1;

' trailing by the engagement oi the boss 57 with the upper end oi the lever 59.: his forward movement of the lever releases the locking pawl G l which then drops itspoint into the step 63 and thus locks the lever 59 in the position 'tolock the bolt'58 projected... An inslyantaneous, not a continuous, electrical contact between either shoe 88 or 78, and the energized ramp is all that is necessary to project the bolt 58 and lock it in its projected position. i

it will be observed that all of the electrical and bolt-projecting; action takes place while the contact shoe "('8 is holding the plunger head in an elevated or abnormal position.

iGll, as the contact shoe glides down the slope of the ramp and the plunger head a?) descends toward its normal position, the projected bolt 58 engages the valvecloeing lug or nose 6 of the main cam l and, des ending further, reversely oscillates the main cam, the cam shaft 3 and the valve cam 20 thereon, thus reclosing the air valve port between the train line and the atmosphere and reopening the port between the two portions of the train line. The closing of the port to the atmosphere course, further reductionoi the train line air pressure, and, as the open period ofthat port has been too brief for a train line pressure reduction sufiicient to make the triple valve function, there is no automatic application of the air brakes, and the train'proceeds. I

It is this invariable opening, and, at proceed ramps, almost instantaneous reclosin; oil: the air valve port to the atmosphere, which is designated by the term double action and attention is called to the fact that th apparatus eiiiciently utilizes this very important principle in the art oi automatic train stopping. The progress or the train is absolutely safe because of its opening of the air valve at every ramp and its i'eclosing only at such ramps as have everything, both local and of the block ahead, in perfect condition for the train to proceed; Any failure 01": anything anywhere of any controlling feature, either on the roadside or train, stops the train.

Just as the air valve port to the atmosphere reclosechthe bottom-of the locking pawl 64: engages the top surface of the collar 92 on the base 1 and, as the plunger head 0 ntinnes to descend, causes the pawl to disei'igage step of the bolt lever 59 and causes an engagement between the parts 680i the pawl and the heel tli'foi' the lever 59'and effects a mechanical retraction of the bolt 58. just before the collar 92 stops the further downward. movement of the plunger head. It will be noticed that the bolt lever is hinged oil center on the stud bolt 60, so fthatgravity'alone would retract the bolt,

the fireman and to the train crew prevents, of

air will be but to make ass" rance doubly sure, this fea-. ture of a mechanical retraction 1s provided pin line air in escaping from the t- -n line port to atmosphere passes through the audible signal whistle in the cab, and thereby audihly repeats to the engineman, the exact indication of the controlling signal, though the latter maybe totally obscured by tog,

snow, smoke, steam or otherwise, or its indication may have been unobserved through carelessness, sleep, accident or death; a short blast is given it the signal islclear, and a long continuing blast ii the signal indication is stop, and these signals audibly given have an appreciable value of their own in addition to the automatic action of the air brake system.

i l hen train movements and operating conditions make it desirable for the engineman to be given immediate complete control of the airbrake system through'his own valve, after a brake application has been begun by the automatic train stop apparatus, this control can be obtained through the use of the resetting cylinder i i. The resetting cylin der is connected through duct 15 depressing the handle of the permissive,

valve in the engine cab, the engineman admits the normal train line air pressure into the resetting cylinder behind the operating piston 13 which moves forward, engages the resetting lug: with the lever 120i the main cam 4 and restoresall of the oscillating parts and thevalves of the air valve mechanism to their normal position, which releases the brakes and opens the full train line for the enginemans control.

From the foregoing, it will be observed that by 'my construction of apparatus a valve-operating mechanism is provided o'l a rugged, strong, yet simple, construction in which adequate provision is made to take care of wear and breakage of essential parts of the, apparatus. For example, shoulda break occur in thecam shaft 3 the air would the brakes; if the nose 5 of the main cain becomes broken, the air will escape and set the brakes; if the plunger head e3 breaks, or any part of it breaks,the released. It the plunger section 29 should break the air will be released; it the plunger sections 29 and 69 become disconnected through a break of the pin 71 or ears 38 or 70, the train line air would be released. Should the lever 59 break the resetting pin 58 would fail to operate and the brakes would be set regardless of the position of the roadside apparatus: if'the arma ture 5O breaks, the pin 58will not be projected and hence the brakes will be set upon passing a ramp.

From theioregoing description, taken in escape and set connection with the accompanying drawings, it is thought the construcnon, operation and advantages of this invention will be readily clear to those skilled in this art.

li hat I claim is:

l. I n a mechanism of the class described, a valve-operating body; a plunger normally disconnected from said body and including head; a support in which said plunger is reciprocably held, said plunger adapted, when moved in one direction, to engage said body to move it one way; mechanisn'i controlled from an on crnal source, including a member to operatively engage said body, for moving it reverscly as said plunger is moved in the opposite direction, said valve-operating body and said plunger being hollow, and means for admitting train line air into the same, substantially as shown and for the purposes described.

2. In a mechanism of the class described, a valveopcrating body; a plunger normally disconnected from. said body and including a head; a support in which said plunger is reciprocably held, said plunger adapted, when moved in one direction, to engage said. body to move it one way; electro-magnetic controlled mechanism, including a member to operatively engage said body for moving it reversely as said plunger is moved in the opposite direction, said valve-operating body and said plunger being hollow, and means for admitting train line air into the same, substantially as shown and for the purposes described.

8. In a mechanism of the class described, a valve operating body; a plunger normally disconnected from said body and including a head; a support in which said plunger is reciprocably held, said plunger adapted, when moved in one direction, to engage said body to move it one way; electro-magnetic controlled mechanism, including a member carriedv by said head to operatively engage said body for moving it reversely as said plunger is moved in the opposite direction, said valve-operating body, said plunger and said head being hollow, and means for ad mitting train line air to the same, substantially as and for the purposes specified.

4. A valve controlling shaft; a reciprocating plunger; a projection on said shaft to be engaged by said plunger when said plunger is moved in one direction; a second projection on said shaft; a pin 011 said plunger adapted, when projected, to engage said second projection to restore said shaft as said plunger is moved in the opposite direction, said shaft, said plunger and said first projection being chambered, and means for admit ting train line air to the same for the purposes specified.

5. In apparatus of the class described, a valve-operating cam shaft, a cam on said shaft, a reciprocating plunger, a head carried by said plunger and having a projection to cooperate with said cam to turn. the shaft in one direction, electro-magnetic means cooperating with the plunger and the cam for restoring the cam shaft, air pressure means for moving s2 d plunger in one direction,

said cam, said plunger, said means for moving said plunger in one direc tion, said plunger being chambered, said head being chambered, said cam shaft and cam being chambered and means for admitting train line air to said. chambers.

7. In a mechanical valve operating mechanism for train stopping systems wherein is provided an air valve; a cam shaft to open said valve, a plunger to operate said cam shaft, said cam shaft and said plunger hav ing provisions for releasing the air of the air brake system on removal. or breakage of either of said parts.

8. In a mechanical valve operatin mechanism for train stopping systems wherein is provided an air valve cam shaft to open said valve, a plunger to operate said cam shaft, said cam shaft and said plunger having engaging parts for transmitting the op erating forces, said cam shaft, said plunger and said engaging parts having provisions to release the air of the air brake system on removal or breakage of any of said parts.

In valve-operating mechanism for automatic train stopping systems in which is provided an air releasing member and, a

movingcontact member cooperative therewith to open the valve, the provlslon of chambers in said members and means whereby said chambers may be connected to the train line of the air brake system so that breakage or removal of any member of such valve opening mechanisinwill permit the escape of the air and set the brake mechanism in action.

. 10. In apparatus of the class described, a valve-operating cam shaft, said cam shaft having a blind bore, a cam mounted on said cam shaft and having a chamber in communication with said bore, said cam includmg a nose into which said chamber projects; a reciprocating plunger, a chambered plunger head carried by said. plunger, a plunger guide, means for admitting train line air into the plunger guide, means whereby said train line air in the plunger guide will act to move the plunger in one direction, said brakes.

tending to move means maintaining plunger having a protecting air passage in communication with the train line air and in communication with the plunger head, all arranged whereby breakage of any of the chambered parts or of the plunger will release train line air and thereby set the 11. In apparatus of the class described, a casing, a valve-operating cam shaft mounted in hearings in said casing, a cam mounted on the cam shaft and provided with a chamher, said cam shaft being longitudinally bored and having ports in communication with said chamber whereby train line air may be trapped in said bore and chamber, meansmaintaining air-tight connection between said cam and cam shaft, a reciprocating plunger, a head on said plunger adapted to cooperate with the cam for turning the cam shaft, and means continuously the plunger in one direction.

12. In apparatus of the class described, a casing, a valve-operating cam shaft mount-- ed in hearings in said casing, a cam mount-- ed on the cam shaft and provided with a chamber, said cam shaft being longitudinally bored and having ports in communication with said chamber whereby train line air may be trapped in said bore and chamber,

air-tight connection between said cam and cam shaft, a reciprocating plunger, a head one-aid plunger adapted to cooperate with the cam shaft and pneumatic means continuously tending to move the plunger in one direction. I

1-8. In apparatus of the class described, a casing, 21 valvebperating camshaft mount- .ed in bearings in said casing, a cam mounted on the cam shaft and provided with a chamber, said cam shaft being'longitudinally bored and having ports in communication with said chamber whereby train line air may be trapped in said bore and chamber, means maintaining air-tight connection between said cam and cam shaft, a reciprocating plunger, a head on said plunger adapted to fcooperate with the cam for turning the cam shaft, said plunger having a longitudinal bore and said plunger head being chambered and in communication with. said plunger bore, means for admitting and holding train line air pressure in the plunger guide and. in the bore of the plunger and in the plunger head, and means for effecting an air-tight connection between the plunger and the plunger head.

' projections when the plunger an electro-magnetlcally controlled air to the plunger head,

14. In mechanism of the class described, a valve-operating cam shaft, a cam on said cam shaft having a pair of projections, said cam shaft and said cam and one of said projections being chambered and adapted to re ceive train line air; a plunger normally disconnected from said cam and including a head having a nose to engage one of said cam is thrust upwardly, device adapted to engage the other nose of said cam on the downward movement of the plunger when said device is projected into the path of the same, said plunger comprising an upper and lower section, pistons carried by the respective sections of the plunger, plunger guide in which said pistons and plunger operate, means for admitting train line air into said guide between said pistons, the upper plunger section having a bore comnninicating with the interior of the guide between the pistons for conveying train line said plunger head being chambered to receive the train line air, thelower section of said plunger having a bore in communication with the guide space between the pistons and a contact shoe secured to the lower end of said plunger and having a blind bore in communication with the bore of the lower section of the plunger all being arranged whereby may be held in the plunger guide between said plunger pistons and in the bores of said plunger sections, said contact shoe, and said plunger head, substantially as shown and for the purposes described.

154A valve controlling shaft; a reciprocating plunger; aprojection on said shaft to be engaged by said plunger when said plunger is moved in one direction; a second projection on said shaft a device on said plunger adapted to be projected to engage said second projection to restore said shaft as said plunger is moved in the opposite direction, and means for releasing train line air in the event of a breakage of any of the aforesaid parts.

16. In apparatus of the class described, the combination with the oscillatable valve operating shaft and the reciprocating plung er for oscillating saidcam shaft to open and close the valve; of a resetting cylinder and piston cooperative with said cam shaft for restoring said cam shaft independently of said reciprocating plunger.

JEAN F. lVEBB, JR.

train line air 

